rail analysis magazine 2016 april edition

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Kochi Metro Flags off

Rail Analysis is focused on the Railway Industry of India, launched in 2015, is the leading source of information and analysis on railway projects, transactions (private projects, M&A) and their latest updates in India.

RAIL ANALYSISMAGAZINE2016 April Edition

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CONTENTMAGAZINE

1. How can Indian Railways increase revenues

streams with freight corridors

2. Passenger Rail Ticketing

3. Interview with Prof. Chae of Korea

4. FDI in Indian Railways

5. Factors Influencing the investment profile on

Indian Railways

6. Tunneling in India : An Experts viewpoint

7. PPP in Indian Railways

8. Tunneling : Four decades of

9. Technological Advances

10. Improving Railway and Road

11. Infrastructure with Geosynthethic Products

12. Japan’s political stance on High Speed Rails

13. High-speed rail in India

14. Metro Rail in India

Most freight railways in the world, with very few exceptions, suffer from a nega-tive image. This could be due to lack of ca-pacity information for customers or deficit in punctuality/ turn-around time or unan-swered queries.

To establish efficient, customer friendly and competetive market oriented services Indian Railways (IR) can utilise the eastern and western dedicated freight corridors to generate revenues through optimal use of available capacity and reduce emissions by aggregating road transport and shift-ing it to rail for longer leads.

Generally, most railway organisations start with cost cutting as a measure to improve financial performance. However, there is a dire need to understand the customers and market mechanisms to offer and inte-grated rail solutions.

The Indian Railways can gain faster mar-

ket access through cooperation with road freight exchanges (existing and emerging) in consolidating traffic for railways and organising the first/last mile. Incentivis-ing customers, especially freight forward-ers, third party logistic service providers, terminals and large companies to aggre-gate their road transport, for to transport goods by rail utilising logistics parks and collection points. This is a viable solution.

To achieve this IR will have to organise competetive services by providing com-plete range of door to door services.

Additionally, it can offer value added ser-vices like track and trace, load/unloading, warehousing, financial clearing and in-surance to meet customer requirements, many of which can also be provided through freight exchanges. This will not only help reduce carbon emissions, IR can also provide carbon credit certificates to the shippers and freight exchanges for

participating in modal shift.

New revenues can be generated by in-troducing application based products for booking container space, wagons, con-sulting and training services for custom-ers. Abover all, the rail capacity can be optimised by encouraging customers to use alternate less densely loaded routes at concesstional rates organising flow of traf-fic to the nearest collection point.

As reference, the European continent has over hundred road transport exchanges which help transporters and freight for-warders to find return loads, offer com-petetive prices, track and trace services, single point invoicing, complete docu-mentation, financial clearance, insurance etc. Using apps and internet based tech-nology they provide actual information on available capacities from source to des-tination and demands for capacity to its subscribers.

Matching of demand and availability is handled by exchanges. The exchanges

have become as a one stop solution for many traffic Inovations. For example the freight exchange “Teleroute” claims to have more than 70,000 users and 200,000 freight offers posted every day (= 1.2mil-lion tons of goods transported). Such ex-changes also help large companies in rate and tender management for long term contracts.

Freight railways in Europe are moving to step in as a subscriber to some of these exchanges. I have been researching this area for the last few years and am actively pursuing with railways and market players in this area. Several rail exchanges have emerged here with services for providing containers, locomotives whenever avail-able.

This ensures a higher degree of utilisa-tion of resources while reducing costs by sourcing instead of buying expensive cap-ital resources. Thus markets are becoming better organised and less fragmented.

The real success however goes to innova-

1 / Rail Analysis / Expert View / April 2016

How can Indian Railways increase revenues streams with freight corridors

Expert View: Anuradha Jain

She is strong in business analysis , process re-engineering meth-ods and tools , in the railway sector . Her expertise includes de-sign, development and implementation of strategies.Especially , Performance Management framework: scorecards, strategic initiatives and project portfolios in railways and energy industry in Europe. In IT Field , she has designed and implemented IT Sys-tems . Capacity optimisation, modal shift from road to rail and operational excellence in freight railways is her core competence. She also achieved ISO 9001 Certification for operations in Freight railways. Further, she uses her stakeholder management skills in developing and establishing strategies for top management .

tive freight exchanges, especially in southern Europe who are committed to aggregating their road customers for transportation with railways. A good example is VIIA plus by SNCF the french railways who work with a multimodal freight exchange to consolidate road traffic aiming to move more than 500,000 trucks per year till 2020 on rail.

In this regard for the Budget 2016-2017, I percieve following milestones a must1. Network and capacity concept for the eastern and western corridors as a basis to assess potential of revenue earnings in five years identified2. Potential customers in the freight markets and volumes who would be willing to transport via long term/short term contracts identified3. Market rates and benefits using multimodal transport vs rail/road only benchmarked. Rate and emission calculators for customer buy-in created.4. Potential freight exchanges ready to support the cause for railways identified. Revenue model developed with Indian Railways for implementaion.5. Partnership for technical extenstions to freight exchange software for railways signed-off. Pilot runs and software changes planned6. Plan for pilot phase for tendering freight corridor capacities through exchanges finalised So, what is the hurry to achieve this? The freight railways in Indian Railways is the major source of revenue. It makes about 65% of the total revenue. The high investments made for freight corridor development should henceforth be also coupled with utilisation and pay off as early as possible.


Passenger Rail Ticketing:

Expert View: Mr. Nick brooks

The Past, Present and Future of Passenger Rail Ticketing:

The Past:

Before the internet age, ticketing was generally perceived to be an in-house division of the passenger rail operator. National railways were mostly state-operated, closed systems. Ticket offices were a natural extension of operators that were treated as ‘natural monopolies’.

The Present:

Nowadays, the situation has changed. Ticketing has become a separate part of the pas-senger rail industry.The new paradigm is as follows: • Operators focus on their core competency, which are to operate services at a price and a level of service that are attractive to the customer.Meanwhile, ticketing distributors have their own core competencies. These are: • To assist with complex journey planning between partners and competi-tors, sometimes merging them into the same booking (i.e. the so-called ‘through book-ings’). • To show fare structures and prices that people understand. • To make bookings as fast and efficient as possible.With all parts of the value chain focusing on what they do best, the passenger rail in-dustry can make itself more convenient than less environmental modes of transport, for example: the private motor car. The Future:

Over the next few years, ticketing will be the fastest moving part of the industry.

‘Big Data’ is a good example of this. It is the precise analysis of large ticket data sets so that patterns are revealed and action can be taken. For example, data mining tools and geo-spatial visualisations can bring data to life - they can predict congestion or identify which services have little demand.

Furthermore, data analytics can encourage new demand. New services can be promot-ed where potential customers are most likely to see the advertisements or pushed out

to those who have indicated that they want to receive tailored information.And, once new customers are won over, rail networks can continually be optimised. Namely: by building new infrastructure or ordering new rolling stock, backed up by increasing numbers of passengers and revenue.With the private motor car being dominant mode of transport in many countries – for example, its market share in the 28 EU member states is still over 80% - there is upward potential for growth for many years to come.

In addition, ticketing distributors will see great opportunity in optimising front end technology. However, it is unlikely that there will be just one solution for consumer ticketing; instead three trends will probably dominate in the next years – (1) Apps on mobile devices (2) Smart-cards (3) Online bookings. I think it will be most important to develop a mobile strategy. Passengers are looking for convenience, and mobile devices are becoming a portable ’one-stop shop’ for ticketing and many other things.

Summary:

The passenger rail industry has vast upward potential: it also provides external benefits that can boost the economic growth of society. Therefore, it is crucial that the ticketing providers take advantage of data analytics and introduce front-end technology that make railways the most convenient mode of trans-port to book.


Interview with Prof. Ilkwon: Co-operation between India and Korea.Prof. Chae is a Korean, railway and transport expert and has 19 years’ experience of Railways in several sectors such as policy, long-term planning, investment, law, operation, marketing and railway engineering. He is presently working with the World Bank Group and ADB (Asia Development Bank) as International Transport consultant .

1. Please give a brief introduction about yourself, your educational background your nature of work.

Thank you for interviewing me. My name is Prof. Chae Ilkwon.

I am a Korean railway and transport expert. I have worked 14 years for Korea National Railroad and Korea Railroad Corporation, high-speed train operate company as a Korean government offi-cer. After that, I moved to Seoul Nation-al University and Woosong Internation-al railway graduate school for 5 years to work as senior researcher and adjunct professor.

I, also, started to establish ‘Global Rail-

way Corporation’ since 1st July 2015, with Korean Railway overseas project experts. Our project expert group has total 450 members with all of railway functions and all of the world region. Now I am in-charge of this Global Railway Corporation as a group leader, taking up role of pro-fessor and chief researcher.

In my educational background, I graduat-ed from Korea National Railroad Univer-sity, majoring in Transport Management with full-scholarship by Korea National Railroad in the year 1997. Later, I grad-uated from Korea University, majoring in public administration, with full schol-arship by Korea government. After that I graduated from Korea University grad-uate school, majoring in National Land development of Economics as Masters

degree. In this relation, I have been working for both Korea and oversea rail-way feasibly studies, long-term invest-ment strategic works since 2002.

My second Masters degree was MBA from Manchester Business School, in 2008. In Manchester Business School, I studied International Business and In-ternational Finance. I have a very strong international finance networks because of being an MBS alumnus. That’s why I usually speak at international confer-ences entitled as ‘Sustainable Finance to Develop Railways and Sustainable Transport Policy and Planning.’

My last Masters degree was in Industrial Design concerning the ‘Industrial Design for Railway Building and Station Area Development.’ These 3 master degree help understanding the railway work, and understand global railway business to more generate revenue business, and bird-view in the world.

Now, I work with World Bank Group and ADB (Asia Development Bank) as an International Transport consultant. I am in-charge of Afghanistan Railway Authority (AFRA), serving as CEO, Senior advisor, as well as international project team leader

My work as CEO, is to advisory work for strategic investment and receiving the ADB and World Bank loan condition for FS and deliver to make good institutions and capacity building of AfRA, in all as-pects.

2. You were invited by UNDP as an hon-orary speaker for a seminar at New Delhi on 6th November 2015. What are your general observations about the audience and the available facilities?

I feel very honored to be invited as Inter-national speaker by UNDP and Ministry of Railway in India.

I saw and felt the inspiration for devel-oping railways among Indian Railways colleagues. Especially, Railway electrifica-tion and electric locomotive are urgent-ly need to increase capacities of both passenger and freight train. If India can make the right investment decision, we can solve India’s capacity shortage prob-lems within a decade.

My presentation was delivered on how to Korea government and other govern-ment case studies solve shortage of in-vestment, to make sustainable finance sources for metro and high-speed train projects.

Recently, many countries have plans of investment in railways, however, many government plans do not work because of insufficient investment.

I recommended at the international con-ference, that India government must to introduce “fuel tax system” to private cars and its fuel tax which will activate main transport infrastructure investment sources to be used for good metro sys-tem and high-speed train project by the Indian government.

4 / Rail Analysis / Interview / April 2016

3. What is the potential of the Indian Rail industry in near future?

First of all, India railway has very high po-tential railway markets. The 1.1 billion pop-ulation and its railway transport demands are also tremendous.

Second, Indian Railways does not have ad-vanced technology, yet. So Indian railway need to new efficient and effective railway technology to be innovate India railway.

I think India is right country to develop world-wide railway industry. Our society will go to sustainable and green transport, we have to choose railway transport. Rail-way can accomodate more volumes of public transport, safety, cleanliness with much more efficiency compared to other transport mode.

In these points, India railway have face to challenge to develop high-speed train projects and connect Indian metropolitan cities. Already planned Indian high-speed train projects will give big benefits to In-dia’s economy and society.

4. How, in your opinion, can India-South Korea unification benefit or contribute to-wards development and upliftment of Rail-ways in India?

I have empathy and a feeling that India rail-way market is big and has high potential. Also Korean railway industry has already had railway electrification experience and high-speed train projects experience for Korea and oversea market. Korea’s railway technology has a leading role for develop-ment of high-tech railway technology in all of aspect.

In addition, Korea already knows how to deliver high-speed train project technol-ogy transfer to other country. It will bring merits for both, Korea and India. Two coun-tries can cooperate with each other in rail-way industry, get to add a value to each other. I think Global Railway Corporation will be right partner for Indian Railways.

During this cooperation, two countries will lead to acceleration for developing In-dia railway companies and organization.

5. Korean High Speed and Metro Trains have been running successfully for over a decade and thriving to expand and re-vamp technology. India is at a standpoint of realizing its first High-Speed Train by the end of the fiscal year. What factors, according to you, can lead to success of High-Speed Rail in India?

Korea had launched metro system in 1974, and high-speed railway was launched in year 2004.

Korea has a 10 years’ high-speed train ex-perience of both perfect operation and maintenance. Korea Railroad Corporation also received the award for ‘World best Punctuality and Safety’ from UIC in year 2012. In the next decade, Indian Railway will be needing consulting for engineering and constructions for all sector of high-speed train projects.

I think Indian Railways and Korean Rail-ways will be working together for the de-velopment of two countries. Most Korean railway strengthened with IT-based tech-nology for Railway business. As you may already know, Samsung, LG

and Hyundai Motors are companies with huge success of India. Korean railways use high-technology for ticketing system and seat reservation system. Also, Korean rail-way industry is preparing for technology transfer to Indian railways. It will be very

helpful and supportable India railway.

The important factors for successful high-speed project are:First, I assure that most important thing is a political leadership for Mega-Project by government.

Second, high-speed train project must be government funded model, not PPP mod-el. Because I reviewed the Taiwan high-speed train project company which is al-

ready bankrupt. There are some problems with track works and E&M works. It led to delay of one year and a half for the proj-ect. Economically, Taiwan high-speed train Project Company (BOT model) was a death sentence. Now, Taiwan high-speed train

company will be nationalized because of debts. In this case, I think Indian govern-ment must make their own model to de-velop Mega-project.

Third, high-speed train project will not just help Indian people travel, but also con-struct new business development areas. The Indian government must assign the local governments to develop station area development plan with private sectors


such as construction, real estate business, hotel and shopping mall.

Lastly, high-speed train project authori-ties need to discuss to the economic im-pact on society. So Ministry of Railways in India, must make a good discussion at round table with experts of every fields -Urban planning, Transport planning, Economist, sociologist and so on. These conferences will open and discuss each agenda to support Indian railways.

6. 6. Does Korail adhere to a specific marketing policy? What percentage of business is derived from the same?

Mr. Goyal I can not understand your ques-tion. Please ask to me one more time, more easily.

How do you see the viability of Railways as a profitable business sector, rather than just as a service sector?

In my point of view, railway businesses must to cooperate other industry sectors. Because railway business make the other affiliated business what we call the East-Asia model for railway.

Railway station will be one of hubs for the people to gather. East Asia railway mod-el will be make the station equipped with tourist leisure, hotel, convention, shop-ping mall and property development. It will lead the railway business.

In Korea, Korea Railroad Corporation has 6 affiliated companies - railway tourism, railway maintenance business, railway lo-

gistics for freight, station shopping mall business so on.

In my research point of view, Delhi metro cannot connect to inside of mega malls. However, we should link the metro and railway station to cooperate together and inside the mall. Every station should be the starting point to all of other transport modes. It can be more profitable to Indian railway business in the long run.

7. What role does advertising play in rev-enue generation for Railways?

Major railways strength points are safety, high-volume of moving to passenger and environment friendly. To compare with other transport mode such as Taxi, and private car, railway is most efficient trans-port mode, any public transportation.

We must discuss how to develop sustain-able finance models in India society. It is a really important issue. In this view, I rec-ommend Indian government to introduce new Fuel tax system to all of private cars in India. Every countries has their own private car Fuel tax and gasoline tax. I am not sure India has this transportation tax.

However, many successful countries such as Korea, China and Japan already have Fuel tax and gasoline tax on petroleum. In case review ADB, China government in-creased fuel tax rate to invest in railways and other transport infrastructure.

If India government can introduce and make the fuel tax system, India can invest into metro and high-speed train projects

on her own. That will make the society of India more efficient and effective.

That’s why I urged that Indian government think and act on introducing “Fuel tax sys-tem” urgently. It will lift up Indian people’s every day life. Better safety transportation, Better life of quality. Thank you .


Indian Railways serve a major precinct of the Indian sub-continent by fulfilling the immense transportation requirements and plays a crucial role in India’s surge in the international market as a key player.

The Modi government has undertaken various steps towards achieving better Railway facilities and augmenting existing ones in terms of the ability with which Rail-ways can efficiently manage the need of freight and passenger carriage, by means of implementing new policies and new regulations.

Progressive initiatives have served the combined purpose of revitalizing railway operations, opening gates of surplus op-portunities and inviting foreign invest-

ments in a sector previously dominated by the government .

Foreign participation had not yet been very encouraged with the Government being very cautious about the Railways and its presence in the development ini-tiatives of the country .

In a step towards spawning funds for the capital deprived Indian Railways, the Goverment of India’s Department of Industrial Policy and Promotion (DIPP) permitted 100% FDI in certain subsec-tors, for overseas investors seeking to participate under an automatic route.

Department of Industrial Policy and Pro-motion on Aug 22, 2014, via press-note, sanctioned the construction, exercise and maintenance at various intersections of Indian Railways by means of foreign in-teraction and participation. The following niches have gained FDI post the DIPP di-rectives:

• Operational revamping and mainte-nance of Suburban Rail Networks and Rail based Mass-Rapid Transit systems (MRTS) systems in India by achieving active participation in compliance with Public Private Partnership (PPP) models

• Realization, audit and development of various High Speed Rail projects in India.

FDI in Indian Railways for development of modern railway systems

Compiled by : Rail Analysis Team

• Japan and India joined hands for the construc-tion and operation of Mumbai – Ahmedabad Bullet Train corridor, by adopting Japan’s successful Shinkansen technology, which has also been successful-ly rendered in Taiwan. Trains under the project will run at a high speed of 320 km/h reducing travel time between the business-oriented urban locations to almost a quarter.

• A multitude of other High Speed Rail projects are proposed across the coun-try with a steered speed of 200 km/h. A large number of these projects will be realized on elevated corridors for avoiding vulnerable human and animal crossings.

• Indian Railways had witnessed dramatic inversion in the freight transportation trends by allowing higher freight volumes despite of hushed improvements in the infrastructure, increased axle loads or reduced costs at a yearly average increment of 8 to 11%. The transporter is poised to avail a further increase with an average of 8 to 10% over the next 3 years.

8 / Rail Analysis / Indian Focus / April 2016

• Augmenting international trade has led to the conceptualization of Dedicated Freight Corridors subjoining ports and economic zones to industri-al centres and viable markets. This will allow upto 55% increase in the revenue earned by Indian Railways from freight operations.

• World Bank overseeing International Bank for Re-construction and Development (IBRD) have fur-nished affordable loans for the conception and implementation of the project, also pursuing for-eign investors to participate under various PPP schemes.

• Various Metro projects across the country have sought manufacturing services for Rolling stock from interna-tional giants like Bombardier, CSR Nanjing, Hyundai Rotem etc. Overriding the concept, Indian railways, headed by Rail Minister Suresh Prabhu, invited foreign manufacturers to setup their manufacturing units in India in accordance with the Make in India program for attaining indigenous Coaches and Locomotives made with leading international technology.

• Following the effort, General Electrical (GE) and Alstom, in the month of December, were award-ed Letters of Acceptance (LoA) for Electric and Diesel Locomotive manufactories at Madehpura and Marhowrah in Bihar with a mandate to man-ufacture ecologically-friendly locomotives.

• Taking up the Swiss Challenge in an attempt to remod-el 400 railway stations to equip them with latest ame-nities and technological advancements was an im-portant element of Modi Government’s declarations for the FY2015-16.

Permitting FDI in the railway sector was an essential step for furnishing the necessary advance required for the de-velopment and modernization of the capital intensive sector.

The Ministry of Railways has already started to ink po-tential projects and proposes to award railway projects worth billions of USDs with FDI opening up significant opportunities for the foreign investors to participate in the railway sector in India.


India is a large country with extreme diver-sities between different regions in terms of topography, population density, house-hold consumption patterns, work culture, efficiency levels of supporting infrastruc-ture and a host of other socio economic factors which influence transportation requirements. The Indian Railways, with a 68,000 km network, are the fourth largest national railway system in the world, and are burdened with overwhelming and di-verse expectations from all segments of the society. Transportation is based on derived de-mand. Experts generally agree that cre-ation of transportation infrastructure helps speed up the development process. But this also involves a level of precision in micromanagement of transportation assets that can be achieved only by look-ing at the entire transportation as a whole. Therefore, before any investment is made in railways in a particular sector, the pos-sibility of the road sector sharing some of the needs in that particular area have to be examined.

India has the second largest road net-work in the world. Its quantitative den-sity (i.e., length of road per sq. kilometer of land surface) is 0.64, almost the same as of USA at 0.65. It is much higher than that of countries like Brazil (0.20) or Chi-na (0.16). Out of nearly 0.5 million km of the road network in India, only about 20% constitute national highways, most of it already coming to world standards. State highways, district roads and rural roads account for the balance 80%, maintained by the state governments, which also pro-vide road transportation for passengers through state controlled agencies and also by giving licenses to private operators throughout the state, including on the na-tional highways passing through the state.

The quality of services provided on these roads has a direct and identifiable impact on the nature of demand for railway ser-vices in various regions. Therefore, it is not prudent to analyze the investment requirements of railways in passenger transportation in isolation without taking into account the nature of competing or

supporting road transport in various re-gions. Indian Railways have been engaged all along in building up throughput on the oversaturated quadrilateral routes linking the four metros, as also on their north-south and east-west diagonals.

Reduction in transit time has not been the thrust area. However, from the point of view of revenue augmentation and cus-tomer satisfaction, cutting down transit time between nearly thirty other large cit-ies, each one having a population rang-ing between two million to four million, would bring about a revolutionary impact on the way people expect to travel in this country.

This calls for tremendous innovation in planning and synchronization in creation of new railway assets. All over the western world, investments in railways are being planned to cut down on transit time. In-dian Railways have to switch over to the same approach.

The most welcome change that has come about in India is that the political class is realizing that the public does not give a second chance to those political dispensa-tions which fail to provide efficient deliv-ery systems.

Many state governments have drastically revised their internal business processes in their quest for investments from foreign firms for the much needed capital to raise the quality of their infrastructure and to create more jobs. Metro projects being planned in nearly 20 cities are a visible ex-ample of this approach.

Acquiring land for setting up projects is not a problem for anyone willing to pay the market price. All state governments would go out of their way to welcome in-vestors setting up railway related manu-facturing facilities.

It is in respect of freight transport that paradigm shifts are needed to be brought about. Indian Railways carry more than one billion tonnes of freight each year, of

Factors Influencing the investment profile on Indian Railways

Expert View: Mr Asit Kumar Chaturvedi

Mr Chaturvedi has overseen computerization of all the opera-tional and maintenance systems on Indian Railways, including first of the seventy train control and command centres across the country from where all train operations on Indian Railways are monitored.


which 45% is coal alone. Cement, steel, fertilizer, iron ore etc. would account for another 40%. To support a growing economy, railways have to adopt a bolder policy of carrying a larger number of commodities by diversifying its freight rolling stock, and creating an imaginative tariff which the market can bear.

To be a catalyst of change, railways must carry at least 40% of all traffic moving on the land surface, as against only 20% at present.

Huge investments which are being made in the eastern and western freight corridors, under construction with Japanese assistance, take care of the bulk traffic. But a vibrant economy needs a choice factor which is environment friendly. This offers the most excit-ing prospects for investors willing to invest in Indian Railways.

The biggest advantage is that Indian Railways are a disciplined organization, considered, in public perception, next only to the armed forces. The Indian Railways have very stable administrative traditions coupled with a reputation for financial prudence and tough budgetary control.

The railway engineering services and its administrative cadres are a veritable power-house of talent. Indian Railways provide an excellent platform for making high technol-ogy investments to develop a suitable infrastructure for what is going to be among the most powerful economies in the world within the next one decade itself.

We are highly thankful to Mr. Asit Kumar Chaturvedi for his views on the above .


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Tunneling in India

Expert View: Mr Geoffrey Paul DARBISHIRE

Over 40 years of tunneling experience, Determined, focused, self-starter who is consequential and solution oriented, Works well both as a team member and unsupervised, Good communicator with good leadership skills and multi-tasking abilities and Enquiring mind always in search of new challeng-es and solutions.

Indian tunnelling is alive and well and thriving both at home and abroad.

India has a long history of hard rock tunnelling using the drill and fire method but its history with soft ground excavation and with mechanised tunnelling methods is some-what shorter but, as with all things new, the new tunnelling technologies have been accepted and embraced wholeheartedly by Indian management and worker alike.

The Indian workforce is both plentiful and economically viable making it very attrac-tive to both homegrown and international construction companies. There is also no shortage of young, highly educated and tech-savvy Indians who are not content to sit at a desk, do not baulk at getting their hands dirty and have grasped the opportunities available both at home and abroad in the tunnelling industry.

Like much of Indian industry the tunnelling industry is booming with extensions to both the Delhi and Mumbai metro systems underway as well as the construction of complete new systems in many of the major connurbations. This is good news for the Indian tunnelling industry and for Indian tunnellers. Tunnels are being driven now in difficult mixed ground conditions permitting Indian management and workforce to gain that most valuable of commodities: experience.

This experience borne out of facing and overcoming challenging ground conditions is what will make Indian construction companies and Indian tunnellers one of the ma-jor players in the world market in the next decade. Up to the present date it has been neccessary to bring in ex-pats with long term soft ground and mechanised tunnelling experience to advise and train TBM (tunnel boring machine) operators, PLC electricians and mechanics on how to utilise and optimise the machinery.

India now has a home grown tunnel workforce which is savvy with the machinery but lacking long term experience - by 2020 when all the present metro construction con-tracts are complete this lack of long term experience will no longer be the case.

Indian technical personnel are heavily involved in the Qatar and Riyaddh metro proj-ects hence gaining more valuable experience and taking another step forward in mak-ing India a major tunnelling world player.

The only things that will hinder progress are the same obstacles which get in the way in most other fields - lack of education and an overburdening beauracracy. India needs a dedicated school of tunnelling to cover all the disciplines involved. The future of tun-nelling in India looks very bright.

We are highly thankful to Mr. Geoffrey Paul Darbishire from Spain for contributing this valu-able article.

13 / Rail Analysis / Expert View / January 2016

facilitate development and growth in various ambiences, which are:

• Dedicated Freight Corridors: A Special Purpose Vehicle (SPV) under the name of Ded-icated Freight Corridor Corporation of India Limited (DFCCIL) was set up to realize the planning, institutionalization, development, commencement and maintenance of DFC’s pan-India. US $ 5 million were allocated by the Government of India in the 12th Five-year-Plan (FYP) for a 2,700 km long segment.

• High Speed Rail and Bullet Trains: The feasibility of Bullet train under Japanese acu-men is being analyzed for connecting Mumbai with Ahmedabad, as an element of the Diamond Quadrilateral, which connects the metro cities across India via vital growth centres.

• Coal Transportation Projects: Projects aimed at joining Coal hotspot states of Odis-ha, Jharkhand and Chhattisgarh to vital processing and steel plants have been given priority by the MoR.

• Next Gen e-Ticketing (NgeT): The NgeT app developed by Central Railway Informa-tion Centre (CRIS) has inflated the utilization of online ticketing facility, and substan-tial increase in booking figures as well as enquiries has been observed.

Public Private Partnership

A participative mode of execution of various projects was adopted by the Indian Rail-ways in 2012 for augmenting pre-existing technology and infrastructure. The model has provisions for private ownership of Railway lines and repayment of investment, with an objective to lure private investors to engage in projects executed by Railways.

This model conforms to the 12th FYP wherein investments worth $ 14.8 billion are envisioned to be generated by Private participation.

Some of the renowned projects undertaken via this route are Elevated Suburban Cor-ridor in Mumbai, DFC, Power generation/renewable energy plants, station redevelop-ment, port links and freight terminals.

Additionally, five wagon manufactories have been set up under Joint Venture/PPP model. The Indian Railways outlined investment plans of Rs. 3.4 Lakh Crore, of which Private participation is gauged to 13 per cent. A plethora of overseas participants have partnered with the Railways in strategic alliances over the last few years. Cumulative Foreign Direct Investment (FDI) has increased five times since 2008-09.

Cabinet gave a nod to the participative design for projects related to augmentation and revamping existing railway infrastructure and technology in year 2012. The model sup-plements financial endeavors of the Indian Government by equity flow from non-gov-ernment participants.

Investing in Indian Railways: PPP Mode Compiled by : Rail Analysis Team

Indian Railways, administered by the Ministry of Railways, is the exclusive authority in India which oversees the development and maintenance of the network of Railways in India. It is engrossed in the formulation and execution of policies of vast coverage and attention. Besides conception and implementation of policies, IR is the exclusive opera-tor of India’s huge Rail network .

Indian Railways, managed under sole influence of MoR, fares third in the world in terms of length, spanning across 65,436 km. Conveying a ponderous carriage of over 23 mil-lion passengers daily, IR plies 12,617 trains bridging 7,172 stations. Over a billion tonnes of freight is carried each year surpassing over vital spots of mineral luster and several ports on India’s long coastline. IR ranks seventh largest in the world in terms of em-ployment, engaging 1.3 million employees (as of December, 2013). IR amassed earnings worth US $6.4 billion from passenger interactions and $ 17 billion from freight carriage in FY 2014-15. Indian Rail is foreseen to garner the revenue of $ 44.5 billion by 2020.

Freight traffic is dominated by nine major commodities, which remain the chief sourc-es of revenue for Railways in India, accounting for 67 per cent of the total earnings in the FY14, the remaining being contributed by passenger carriage beside advertising & catering. Freight load is anticipated to amplify at a Compound Annual Growth Rate (CAGR) of 6.5 per cent in FY17 as compared to FY07.

Projects under poise

The Ministry of Railways, headed by Suresh Prabhu, has envisaged key investments to


Automotive Freight Train Operator (AFTO) scheme was inked by the Indian Railways in March 2013, which expressed its desire to increase its chunk in the transportation of au-tomobile. The scheme caters logistics providers and transporters with the opportunity of utilizing their own freight carriages to run on the railway networks and reap credits in return.

The Debroy Committee Report in 2015 indicated that privatization and decentraliza-tion of Railways operations and reserving policy making with MoR can increase finan-cial gains for the Railways.

The Committee suggested formulation of an independent regulator for economic activities and a venture controlling infrastructure can be vital implementations for delinking these activities from main railway network, thereby increasing speed of op-erations.The new Union government prioritized the hiking of existing Railway facili-ties and realizing importance of state-of-art technologies. Progress is sought through the following investment policies:

• Railways conceive an investment possibility of US $ 143 billion over a period of 5years.

• The budget allocation was hiked from US $ 10.9 billion to $ 16.7 billion in 2015- 16, by a factor of 52 per cent.

• $ 42 billion are expected to be invested in Metro rail projects across India by 2020.

• Various Industrial and Regional Freight corridors have been visualized such as East-ern & Western Freight Corri dors, Amritsar-Delhi-Kolkata Industrial Corridor, Mum-bai elevated and Bullet Train corridor.

• Freight carriage is foreseen to increase to 1,405 million tonnes and 2,165 million tonnes by 2017 and 2020, indicat ing a CAGR of 10.2 per cent from 2014- 18.

• Railways has partnered with authorities governing ports and looks forward to ex-tend rail connectivity to major economic centres.

• Railway plans to shift dependency from Non-renewable sources of energy to re-newable ones by realizing 1000 MW solar power plants in various modes of pub-lic-private partnerships at various stations and atop rail coaches.

15 / Rail Analysis / Indian Focus / January 2016

Tunneling : Four decades of Technological Advances

Expert View: Mr Geoffrey Paul DARBISHIRE

There have been some remarkable advances in tunneling technology in the last 4 decades. The majority have been in the field of soft ground tunnelling.

Hard rock tunnelling has seen advances with both tunnel bor-ing machines and improved drill and fire methods including state of the art jumbos, improvements in explosives, rock an-chors and spoil transport systems. However a hard rock head-

ing has not changed substantially.

The changes in soft ground tunnelling are exponential. With the exception of very short drives the old methods have practically disappeared. Tunnels using compressed air, timber headings and carrying full faces of timber to support the face during excavation are now only used where it is not economically viable to install a TBM (tunnel boring machine).

Earth Pressure Balance TBM’s and Mixshield TBM’s have done away with the need to pressurize the entire tunnel length by keeping the hydrostatic pressure created by groundwater in porous mixed ground conditions limited to the cutterhead and mixing chambers of the machine. The modern soft ground TBM leaves the tunnel both at am-bient pressure and free from the dangers associated with compressed air working.

Not only does the modern soft ground TBM provide a healthier work environment it also is capable of high rates of advance whilst keeping full control of the face and minimising subsidence.

The modern soft ground TBM is basically a tunnel producing factory which is fully self contained needing only a regular supply of segmental rings with which to support the newly excavated tunnel and pipework to keep itself supplied with water for cooling, compressed air for tools and pipelines for removing wastewater.

It also needs a supply of bolts for the support rings and oils and greases for the machin-ery as well as additives for conditioning the excavated ground. These ground condi-tioning additives come in the form of foams, polymers and mineral slurry and are used depending on the ground type and the required end results.

The EPBM (Earth Pressure Balance TBM) concept was first experimented with in the late

1970’s in Japan and has advanced and pro-gressed to its present day incarnation capable of handling mixed faces of hard rock, sands, silts, clays and gravels with hydrostatic pres-sures up to 6 bar.

The excavated ground is mixed into a work-able mass with the aformentioned additives, dependent on precise ground type, inside the mixing chamber directly behind the cutter-head (1) and used to support the tunnel face. It is then transported using an auger screw (3), which reduces the hydrostatic pressure inher-ent in the soil to ambient pressure (2), and is delivered to the prefered spoil transport sys-tem (conveyors (4), muck cars or muck pump). Earth Pressure Balance Tunnel Boring Machine (EPBM)

The Mixshield TBM is an advancement of the slurry shield technique again developed in the 1970’s. The Mixshield TBM is capable of handling sands, gravels and hydrostatic pressures up to 15bar. The mixing chamber behind the cutterhead is filled with a ben-tonite (a form of gypsum) slurry mix which is piped in directly from a slurry production plant on the surface via large bore (45cm) pipes. The bentonite slurry is kept pressurised by a bubble of compressed air which is held in place by the “diving wall” - a wall of solid steel suspended from the roof of the mixing chamber to below axis.

The bentonite slurry mix has a dual function - (a) it supports the face during excavation by creating an impermeable “cake” in the exposed material and (b) acts as a transport medium for carrying the excavated material in suspension with the bentonite slurry via large bore (45cm) pipes back to the plant on the surface where the excavated materials are removed from the bentonite via centrifuges and screens.

Mixshield Tunnel Boring Machine (MTBM)

Small diameter tunnels up to +/- 1.8m are now being succesfully excavated and lined by micro-TBM’s which are remotely controlled from a surface container. This technology started in the 1980’s is now the go to answer for small diameter drives up to 1km and can be managed by a small crew and hence is very economical.As well as advances in TBM’s there have been major advances in segmental ring design. Up until the 1980’s only straight rings were available and plywood packing was needed to create curves either horizontal or vertical. We now have a host of tapered ring varietals with a 5cm approx. differential between the widest and narrowest points which allow the engineer and ringbuilder to choose the best position of said widest and narrowest points to (a) follow the proscribed curve and (b) keep the ring as near to central in the TBM.


The segment made with a rigid reinforced steel cage is slowly being phased out in fa-vour of concrete mixed with steel fibres which stop the spalling of concrete when placed under pressure by the propulsion rams used to advance the TBM which was a negative feature of the cage type segment.

The modern TBM guided by laser (GPS coordinated) with all its controls, systems and functions monitored by computer and highly experienced personnel is a far cry from the gangs of burly navvies who built tunnels pre-1980.

In short drives in competent and semi-competent ground the SCL (Sprayed Concrete Lining) method has come into its own. This method uses controlled excavation lined with steel mesh, latice arches and a sprayed concrete mix incorporating steel fibres to provide a monitored first pass support prior to a permanent lining being installed.

Along with the old style methods of excavation have gone horrendously high numbers of serious injuries and deaths. The modern tunnel site has safety induction courses, up-to-date safety equipment, regular health checks, tool box talks on pertinent issues, PPE (Personal Protection Equipment) - hi-viz clothing, safety boots, helmets, ear defenders, goggles and gloves and safety inspectors to make sure the modern tunneller is staying and working safe.

There are also random alcohol and drug testing to deter site workers attending in an un-fit condition. Site security has also tightened to stop members of the public wandering onto what is a potential danger zone for the uninitiated - many sites now have turnstiles controlled by biometric scanning devices and by PIN pads for approved personnel.

Tunnelling was once the last resort due to its cost both in economical and in human terms. Now due to the need to provide MRT (Mass Rapid Transport) systems to transport people quickly, the pressures on available space for land development and the scarcity of long corridors for surface transport in cities, tunnels have become the go to answer for public transport.

Rail has also come into its own again as a means of transporting people at high speed between urban centres. The new high speed trains capable of 300kph have revolution-ised intercity travel but they have to have their own dedicated track capable of support-ing these speeds. Whole networks of high speed lines are being built aided by the new advanced tunnelling technologies. The future for tunnelling is indeed bright.

We are highly thankful to Mr. Geoffrey Paul DARBISHIRE (Spain) for contributing this valuable article.


Improving Railway and Road Infrastructure with Geosynthethic Products

Expert View: Mr. Miki Granski

He has over 30 years of experience with telecommunications, networking and consumer electronics companies. He has worked with start-ups and multinational corporations to de-ploy new technologies for global markets. He leads Strategic Project Group and is instrumental in deploying innovative solu-tions in large organizations.

The use of Geosynthetic products for the reinforcement of base structures, in support of railway tracks and roads (paved or unpaved) is well known. In numerous academic researches, laboratory tests and field trials have been performed over the last 20 years or so. Indeed, following our experience of implementing such solutions for more than 1,000 km of railway tracks in the last 5 years, we can add also actual deployment to this list of supportive evidence. The Geosynthetic products most often used for this purpose are Geotextile, Geogrid, and Geocell (a 3-dimensional version of Geogrid):

“Geosynthetics have exhibited successful applications across the globe in the areas of roads and pavement stabilization, embankment protection, ground stabilization, soil erosion control, landfills and waste management, etc. … One of the major drivers for conducting this study was the fact that India is yet to leverage the economic, environ-mental and safety benefits that are made possible by the usage of Geosynthetics. Geo-synthetics provide better performance and longevity of infrastructure projects such as

increasing the life of roads by 10-15 years.” [1]

Following our experience in implementing soil stabilization solutions for railways and roads, and based on the data that was collected in these projects, several important ad-vantages can be demonstrated:

1. Cost Reduction

Life cycle cost reduction can be shown as a result of two factors:

Reduction in construction costs : Offsetting the cost of Geosynthetic products is the fact that improved support for the base structure enables the use of thinner layers and/or less expensive filling materials. Often, this result in lower cost of construction.

Reduction in maintenance costs : Maintenance is required when track or road condition deteriorate. A more stable base structure can lead to significantly slower deterioration, lower maintenance costs and longer life cycle. In some railway projects maintenance costs were reduced by as much as 75%.

2. Higher Speed

High-speed railway tracks are designed and built with very expensive structures to sup-port extremely high speeds in the range of 300-400 Km/hour or even more. However, the great majority of regular passenger and freight railway lines can only support consider-able lower speeds. In those cases, the speed limit is directly related to the stability of the base structure. We have seen many cases where the allowed speed could be significantly improved (by as much as 30-40%) as a result of soil stabilization using Geosynthetics.

3. Increased Capacity

Another benefit of improved structure is higher load and bearing capacity. This can lead to increase in freight capacity due to combination of factors: a) Improvement in the speed of freight trains and as a result higher frequency of freight trains over the same given section. b) Increase in Axle load from up to 27-32 tons/axle.

4. Improved Safety

Track deterioration creates geometric distortions that may develop into serious faults. Faults are defined as misplacement of tracks in either vertical or horizontal directions, or cracks in roads, and can become serious risk that requires costly maintenance. It was demonstrated that stable base structures significantly reduce and delay the appearance of infrastructure faults.

We are highly thankful to Mr. Miki Granski (Israel) for contributing this valuable article.


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Japan’s political stance on Speedy RailsCompiled by : Rail Analysis Team

Japan’s railroads have always been significant channels for promoting progress across the ar-chipelago nation, since the first jaunted between Yokohama and Shinbanshi in 1872. Japanese Rail industry has garnered star points for achieving yardsticks like the Shinkansen or the historic sym-bol of advanced Japanese endeavors, the Asia Ex-press. Japanese rail, under the Abe umbrella and active foreign policy furnishes a great aptitude of revitalizing diplomatic ties.

Although Japan has been an influential exporter in the Railroad market and has facilitated build-ing of rail amenities overseas, by commercial aid or technological transfer, the Land of the Rising Sun had not envisioned diplomatic possibilities until under Abe’s leadership and his progressive foreign policy.

Japan’s indigenous demand for railways is dwin-dling citing competitive pricing from aviation and road transport since the epoch of the bubble economy. Citing the trend of demographic im-pugns, a number of Railroad services have been shut down, notably in the remote areas, includ-ing JR Hokkaido’s announcement of closing down several other local corridors, which is likely to con-tinue; thus impinging the organizations gyrated around rail industry in Japan to seek viable mar-kets outside the country.

Japan’s High speed railway has furnished an im-peccable record of passenger safety as well as reliable endemic technology, which can be em-ployed to counter international competitors like China.

Japanese railroad industry has the fortuity of dominating trade and supply channel of resources and materials, without being recognized as a possible peril to national security to-wards neighboring nations, unlike China, owing to its political apprehension and geographical location.

Presently, Japan’s diplomacy concerning rail endeavors as-

sumes three main shapes: International joint cooperation, fi-nancial aid as well as technological assistance, and donation. Donations take the form of dispatch of retired rolling stock to second and third-world countries. For example, several South-east Asian nations, like Philippines and Myanmar, have recy-cled a number of jilted Japanese EMU trains.


But such actions yield little or no financial benefits and some countries have to revise their existing infrastructure. Hence this strat-egy must not be the prime pillar for Japan’s savoir-faire.

Besides providing technical aid to interna-tional allies, Japan must fixate upon impart-ing its high-speed rail and bullet train tech-nology. Owing to Colonial regime in the past , most countries in Southeast Asia house nar-row (1.435 m) or meter gauge lines restricting speed to 160 km/h, while nations which have broad gauge (1.676 m) lines miss out on op-erational requirements like safety signals, au-tomation infrastructure, and conditions like tracks, slope and curve radius do not fit high-speed requirements.

Countries like India, ergo, which aspire to have high-speed rail systems, can benefit from Jap-anese technology and experience of success-ful operations. Additionally, construction of high-speed networks furnishes capabilities of establishing industrial corridors and special economic zones.

Japan has a tremendous safety record and several domestic technological marvels like the mini-Shinkansen, which has lower con-struction requirements, as well as the an-ticipated maglev project, which is currently under construction and foreseen to begin services in 2020.

Tokyo has, thus, the technological monopoly of pursuing foreign solidarity over the High-Speed Rail projects. Despite of the alluring technology,

Japan has in past faced competition from the much-cheaper Chinese alternative, like the loss of contract for Indonesian high-speed rail to China; although, it seems to have taken its cue and furnished highly attractive debt conditions for India’s first High Speed Rail project and offered exhaustive assistance for the construction of the project. China utilizes its Political dominance, geostrategic presence as well as the fact that railways are state-owned, beside a rapidly expanding economy to garner its Rail ties.

Presently, both China and Japan are vying for overseas high-speed enterprises and have already been associated with Thai Rail projects, as China has partnered with Indonesia and California (the U.S.) while Japan is affiliated with the U.K. and recently, India where Chinese authorities were catalyzed to sweep the venture.

The upcoming rail link between Singapore and Kuala Lumpur could demonstrate a turn-ing point, as both countries have strong ties with the recipients. This would ink a litmus test of the role that Railways play in diplomacy extended Japan.

22 / Rail Analysis / International Focus / April 2016

While India has one of the largest rail networks in the world, as of 2015 , it does not have any kilometers classed as high-speed rail (HSR), which allows an operational speed of 200 km/h or more. Compared to China, which has a 7% more population, has 19,369 km in operation and 17,078 km under construction. The current fastest train in India is the Bhopal Shatabdi that runs with a top speed of 150 km/h.Prior to the 2014 general election, the two major national parties (BJP and INC) both pledged to introduce high-speed rail.

The INC pledged to connect all of India’s million-plus cit-ies by high-speed rail, whereas BJP, which won the elec-tion, promised to build the Diamond Quadrilateral pro-ject,which would connect via high-speed rail the cities of Chennai, Delhi, Kolkata, and Mumbai. The project was confirmed as a project of priority for the new government in the President’s speech. Construction of one kilometer of high speed railway track will cost Rs. 100 - 140 crore which is 10 to 14 times higher than the construction of a normalrailway track.

Current effort to increase speed to 160-200 km/h

Indian Railways aims to increase the speed of passenger trains to 160-200 km/h on dedicated conventional tracks. They intend to improve their existing conventional lines to handle speeds of up to 160 km/h, with a goal of speeds above 200 km/h on new tracks with improved technol-ogy. In February 2014, Henri Poupart-Lafarge of Alstom, manufacturer of trains used on TGV in France, stated that India is at least 5-10 years away from Indian Railways aims to increase the speed of passenger trains to 160-200 km/h on dedicated conventional tracks. They intend to improve their existing conventional lines to handle speeds of up to

High-speed rail in India


160 km/h, with a goal of speeds above 200 km/h on new tracks with improved

technology. In February 2014, Henri Poupart-Lafarge of Alstom, manufacturer of trains used on TGV in France, stated that India is at least 5-10 years away from and Agra to 105 minutes will be named GatimaanExpress. Initially the trains will have the maximum speed of 160 km/h, with railway coaches which can run at the speed of 200 km/h will be rolled out from Railway Coach Factory of Indian Railway from June, 2015.

A trial run has been successfully completed on Delhi - Agra section and plans are to start these trains on Delhi Bhopal / Chandigarh / Kanpur / Lucknow sections after starting on Delhi - Agra section.

The Delhi - Agra semi high speed train is expected to start in 2016. Mumbai Rajdhani Express will be upgraded to 200 km/h. This will reduce 8 hours of traveling time. Railway minister Dr. sadananda Gowda mentioned in his Rail budget 2014 speech that the railways are going to start high speed trains at 160-200 km/h on 9 routes.

23 / Rail Analysis / International Focus / January 2016

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Current Semi-high speed systems

Currently there are no semi high speed rail routes in In-dia. A trial run has been successfully completed on Delhi - Agra section and plans are to start these trains on Del-hi - Bhopal / Chandigarh / Kanpur / Lucknow sections af-ter starting on Delhi - Agra section. The Delhi - Agra semi high speed train is expected to start in November 2014. Mumbai Rajdhani Express will be upgraded to 200 km/h. This will reduce 8 hours of traveling time. Railway minister Dr. sadananda Gowda mentioned in his Rail budget 2014 speech that the railways are going to start high speed trains at 160-200 km/h on 9 routes.

Criticism

India’s quest to run rails at the 160 km/h has its own critics. Critics point out the that Delhi-Agra time savings are not based on the speed of train but based on other factors.

Critics point out that the reduction in travel time due to speed is a mere three minutes, and other manoeuvrings are largely responsible for the drastic drop. Reduction of timing largely because of shifting the train-s departure point from New Delhi railway station to Hazrat Nizamud-din and doing away with the scheduled stop at Mathura reportedly account for a saving of 14 minutes, limiting the locomotive to 10 coaches - Bhopal Shatabdi has 14 - leads to a decrement of another two minutes, approximately

five minutes are being saved on account of track improve-ments and superior infrastructure, three minutes owing to route relay interlocking at Agra, and one minute each on approval to run a passenger train on the third line at Palwal and Bhuteshwar, installation of thick web switches at four points and in putting up a track station at Chhata.

Also, India is targeting only lower end of 160-200 km/h speed of semi-high speed trains. So, focus is to achieve 160 km/h not the 200 km/h.

There is serious question raised about the safety of the passengers as the infrastructure on which semi-highspeed trains are running may not be able to run at suchhigh speeds, for example it is preferred to run these trains on 60 kilogram tracks but now they are running on 52 ki-logram tracks] There are multiple railway projects which are in different stages of implementation like doubling of tracks, electrification, new track laying, changing of gauge etc. But Indian railways has not come up with any guide-lines to channelize all current and new efforts to run trains at semi-high speed.

Proposal to introduce 300-350 km/h trains

One of the first proposals to introduce high-speed trains in India was mooted in the mid-1980s by then Railway Minister Madhavrao Scindia. A highspeed rail line be-tween Delhi and Kanpur via Agra was proposed. An inter-

nal study found the proposal not to be viable at that time due to the high cost of construction and inability of travel-ling passengers to bear much higher fares than those for normal trains.

The railways instead introduced Shatabdi trains which ran at 130 km/h The Indian Ministry of Railways’ white-paper “Vision 2020”, submitted to Indian Parliament on Decem-ber 18, 2009, envisages the implementation of regional high-speed rail projects to provide services at 250-350 km/h, and planning for corridors connecting commercial, tourist, and pilgrimage hubs. Six corridors have been iden-tified for technical studies on setting up of high-speed rail corridors: on a Design, Build, Finance, Operate, and Trans-fer (DBFOT) basis. The corporation was officially formed on 29 October 2013.

The routes will be : Delhi - Chandigarh - Amritsar , Pune - Mumbai - Ahmedabad, Hyderabad-Kazipet-Dornakal-Vi-jayawada-Chennai, Howrah-Haldia , Chennai-Banga-lore-Coimbatore-Kochi Thiruvananthapuram, Del-hi-Agra-Lucknow-Varanasi- Patna. These high-speed rail corridors will be built as elevated corridors.

25 / Rail Analysis / International Focus / January 2016

KolkataMetro Rail 1984

The entire length of Kolkata metro net-work is 16.45 km and there is a total of 17 stations on the entire stretch. Metro rail is one of the most convenient modes of trav-eling in a crowded city like Kolkata.

DelhiNCRMetro Rail 2002

The train boasts of all the world- class ma-chinery and facilities and is the pride of the capital city. The network consists of five colour- coded regular lines and the faster Airport Express line, with a total length of serving 213 km 160 stations.

BangaloreMetro Rail 2011

The first phase involved the construction of a partly underground 12.9 km MRTS line from Rajajinagar to Jayanagar, and a suburban corridor on the existing rail net-work.

GurgaonRapid Metro Rail 2014

Rapid Metro covers a distance of 5.1 km. The section between Sikanderpur and Phase 2 is double- tracked, while the re-maining stations are served with a single- track loop.

MumbaiMetro Rail 2014

Mumbai Metro is a rapid transit system designed to reduce traffic congestion in the city, and to augment the overcrowded Mumbai Suburban.The line opened for service on 8 June 2014 . Line 1 of Mumbai Metro has 12 stations in the V - A - G corridor.

JaipurMetro Rail 2015

Phase I- A completed 9 stations and 9.63 km of route length, of which 0.95 km is underground and 9.13 km is elevated. The remainder of the first line, Phase I- B (2.35 km), is scheduled to be completed by 2018. Phase II (23.1 km) is planned to be completed by 2021. With the completion of Phases I and II, the network will span 35.08 km and 31 stations.

ChennaiMetro Rail 2015

Phase I of the project consists of two corri-dors covering a length of 45.1 km. The first line of Phase I has been partially complet-ed and is open for public service. About 55% of the corridors in Phase I are under-ground, with the remaining corridors el-evated. Chennai became seventh Indian city with metro rapid transit system in In-dia, after Kolkata,Delhi, Bengaluru, Mum-bai, Gurgaon

METRO RAIL IN INDIA : Timeline Compiled by : Rail Analysis Team

26 / Rail Analysis / Metro Rail in India / April 2016

KochiMetro Rail 2016

Kochi Metro is the designated metro sys-tem for the city of Kochi in Kerala, India. The first phase is being set up at an esti-mated cost of Rs. 5181 Crore (US $780 mil-lion), and the metro rail has its first trial run on 23 Jan 2016 successfully and shall be-gin its operations on Nov 1 , 2016 .

HyderabadMetro Rail 2017

Following a construction period of just five years, the first phase, comprising three lines totalling 71km with 66 stations will be completed in 2017. The HMR project is considered to be the world ’s largest proj-ect under public- private partnershi with investments of over Rs. 17,000 Crore.

LucknowMetro Rail 2017

The under construction Lucknow Met-ro is a rapid transit system in the city of Lucknow India. Construction on the first phase began on 27 September 2014.

Navi MumbaiMetro Rail 2017

The Navi Mumbai Metro is a rapid transit system under construction in the Indian city of Navi Mumbai, Maharashtra. The planning and construction of the Navi Mumbai Metro is being overseen by the City and Industrial Development

Corporation (CIDCO). The system is planned to consist of three rail lines cov-ering a total distance of 106.4 km and first line is projected to open in 2017.

Noida- Greater NoidaMetro Rail 2017

With as many as 21 stations and a depot , the upcoming Noida - Greater Noida Met-ro line is set to be the longest corridor of the region . Scheduled to be completed by March 2017 , all its stations will have platform screen doors that will run on so-lar power. The approximately 30 km- long corridor will be an extension of two lines, Dwarka Sector 21 - Noida City Centre line and the upcoming Noida- Noida Sector 62 stretch.

NagpurMetro Rail 2018

NMRCL is a Special Purpose Vehicle (SPV) created for the smooth implementation and operations of the Nagpur Metro Rail Project and is a joint venture of Govern-ment of India & Government of Maharash-tra. The project is scheduled to be com-pleted by March 2018.

AhmedabadMetro Rail 2018

The special purpose vehicle company was established in February 2010 and the Phase – 1 of project was approved in Octo-ber 2014 and is expected to complete by December 2018 . The construction started on 14 March 2015

27 / Rail Analysis / Metro Rail in India / April 2016

Date Headline Description

1-Mar-16 Budget 2016: Rs 450 crore Push for Kochi Metro

Kochi: The Kochi Metro Rail Ltd (KMRL) has received an assistance of Rs 450 crore in the Union Budget for the financial year 2016-17 as against the request of Rs 779 crore.KMRL officials expressed the hope that this amount would be revised when the Union government revises the budget estimates.In the current fiscal (2015-16), KMRL received an allocation of Rs 643.96 crore, including the additional revised equity allocation of Rs 44.48 crore.

2-Mar-16 JICA Keen to Support Six More Metro Projects in IndiaNew Delhi: Japan International Cooperation Agency (JICA), which has provided loans for metro rail projects in the country, has shown "keen interest" in supporting six more such projects whose total debt component stands at over Rs 38,700 crore.

03-Mar-2016 India: MoC signed with Japan, MoU signed With Russia

New Delhi: The union cabinet was apprised of three important technological cooperation agreements Indian Railways inked with Japan and Russia in December 2015 on Wednesday.On December 11, 2015, Ministry of Railways (MoR) signed a Memorandum of Cooperation (MoC) with Japan's Ministry of Land, Infrastructure, Transport and Tourism (MLIT) for technical cooperation in the railways.

4-Mar-16 India-Bangladesh Rail Link Project Worth Rs 587 crore

The Centre will provide Rs.587 crore for a rail project to link India and Bangladesh, union minister Jitendra Singh said on Thursday.The project, one of the most important under the 'Act East' policy of the Narendra Modi government, will help boost trade, cultural and social ties between the two countries, the minister of state for development of north eastern region (DoNER) said.

7-Mar-16 Kochi Metro Trial run up to Edappally on Mar 18

The Delhi Metro Rail Corporation, (DMRC), the executing agency for the Kochi Metro project, is bracing up to extend trial run of the first Metro train up to Edappally by March 18.The train had successfully conducted its first trial run in the 3.50-km-long Muttom-Kalamassery corridor a week ago, touching speed of up to 10 kms per hour. The aim was to ensure that there was adequate clearance for the train and to be on the lookout for flaws in the alignment of track and third rail from which power is sourced. The train would cover a total of 6 kms in the trial slated up to Edappally.

8-Mar-16 Railways Forms SPV to execute Bullet Train Project

New Delhi: Gearing up to introduce trains that run at speeds of more than 300kmph, the railways have formed a new Special Purpose Vehicle (SPV) to implement the Mumbai-Ahmedabad High Speed Bullet Train project.The entity has been named the National High Speed Rail Corporation Limited.The bullet train is expected to cover the 508 km between Mumbai and Ahmedabad in about two hours.

9-Mar-16 Government to Sell 5% Stake In Container Corporation of India

The government will sell 5% stake in Container Corporations of India (Concor) at a minimum price of Rs 1,195 a piece, to garner Rs 1,165 crore on Wednesday.However, the disinvestment – including the seventh one of Concor in the current financial year, will fall short of the revised disinvestment target of Rs 25,000 crore, making it the sixth consecutive year of deficit.The government has already raised over Rs 18,000 crore through stake sale in six public sector units – Indian Oil (IOC), NTPC, EIL, PFC, REC and Dredging Corporation. In the revised estimates, the government had lowered the disinvestment target for current fiscal to Rs 25,000 crore from the budgeted Rs 41,000 crore.

News HighlightsNews Highlight - Mar 2016 Compiled by : Rail Analysis Team

30 / Rail Analysis / News Highlight / April 2016

10-Mar-16 PMO India To Re-open Two Railway Bridges

Patna: Prime Minister Narendra Modi will dedicate the Digha-Sonepur and Munger rail bridges to the country on March 12 at a function to be held at Chhavkia in Vaishali district. He will also lay the foundation stone of a rail bridge at Mokama.The foundation stones of the two bridges were laid by former PM Atal Bihari Vajpayee in 2002. "These mega bridges have the provision for both rail-cum-road facilities. Railways has already thrown open Digha-Sonepur rail bridge for traffic on January 1, 2016, but the PM will formally inaugurate it," a Railway Board official said. He said the PM will inaugurate the Munger rail bridge through a remote system from Hajipur the same day.

11-Mar-16 India & Bangladesh Signed 2 billion US dollar Line of Credit (LOC)

India and Bangladesh on 9 March 2016 signed a 2 billion US dollar Line of Credit (LOC) to implement socio-economic development projects in Bangladesh and strengthen bilateral relations. The LOC was extended by Export-Import Bank of India (Exim Bank) on behalf of the Government of India.The 2 billion US dollar LOC is the biggest credit line India has so far extended to any country.

12-Mar-16 Indian Railways to Supply Diesel Electric Locomotives to Myanmar

New Delhi: India will supply 18 metre gauge diesel electric locomotives to Myanmar to augment the locomotive fleet of the country's railways which will help meet increasing demand for passenger and freight traffic, an official statement said here on Friday. “RITES is making all efforts to augment export of rolling stock manufactured at railway production units. Response from Southeast Asian markets is very encouraging,” said Rajeev Mehrotra, chairman and MD, RITES (a public sector enterprise under Ministry Of Railways).

15-Mar-16 India’s Kattupalli Port Gets New Train Service

Rail freight transport from Kattupalli Port is gaining speed as state-owned intermodal logistics operator Container Corporation of India introduced a new, regular train service from Kattupalli to Bangalore, a major southern inland point, via Concor’s Tondiarpet Inland Container Depot on the outskirts of Chennai, port operator Adani Ports and Special Economic Zone said in a trade announcement.

16-Mar-16 Numaligarh Refinery Ltd High-Speed Diesel to Bangladesh through Rail

Guwahati: India is getting into business mode with Bangladesh in the hydrocarbon sector with a rake of high-speed diesel being sent by Numaligarh Refinery Ltd to Bangladesh for the first time through railways from Siliguri.The first goodwill rake of high-speed diesel to Bangladesh will be flagged off by Union minister of state (in-charge) petroleum and natural gas, Dharmendra Pradhan, on Thursday from the marketing terminal of the NRL at Siliguri to Parbatipur in Bangladesh.

17-Mar-16 Allcargo Logistics Signs with Railways For Indian Logistics Park

Indian logistics firm Allcargo Logistics has signed an in-principle agreement to create a new logistics park in the Jhajjar district of Haryana in the north of India.The proposed logistics facility will involve construction of regional hub that will handle breakbulk and project cargo shipments as well as a rail linked private freight terminal, a free trade warehousing zone, a domestic tariff area and other related activities.

18-Mar-16 Indian Railways to Take up High Logistics Industry

Economic reforms and improved trade co-operation in India are driving strong growth for the logistics industry in the country, according to research consultancy Frost & Sullivan.Figures published in a new report titled Indian Logistics Industry 2016 Outlook suggest the sector will grow at 8.6 percent compound annual growth rate between 2015 and 2020. While this rate is strong compared with many regions of the world it still represents a slight decline on the past five year period when compound annual growth averaged 9.7 percent.

19-Mar-16 Noida Metro Rail Corp to Connect Noida and Greater Noida with app-based bus Service

Taking a cue from the Delhi government’s announcement on app-based bus services, Noida Metro Rail Corporation (NMRC) might introduce app-based buses in Noida and Greater Noida, which will allow users to know the number of seats and the closest bus available, among other things.


21-Mar-16 India Looks to build five Rail Links with Nepal

New Delhi: India is looking to build at least five new rail links with Nepal to boost economic links with the strategically located landlocked country which has no railway system of its own to boast of.One line linking Raxaul in India to Birgunj in Nepal has been operational since 2005. Two more lines that are under construction are expected to be completed in the next two years, two people familiar with the developments said.

21-Mar-16 National Highways Authority Invites Global bids for Gurgaon Pod Taxis in April

New Delhi: Pod taxis, an idea with which Indian states have flirted for years, will finally debut in Gurgaon.The National Highways Authority of India has laid the groundwork to roll out India’s first personal rapid transit (PRT) network and will invite global bids for the project within the next fortnight. The pilot project will span a 13 km stretch from the Gurgaon-Delhi border to Badshapur Mod on Sohna Road and is estimated to cost Rs 850 crore.

24-Mar-16 LIC Subscribes to Konkan Railway Bonds of Rs 250cr

Margao: The Life Insurance Corporation of India (LIC) has subscribed to Konkan Railway Corporation Ltd (KRCL) bonds of Rs 250 crore to enable it kick-start some of the projects, including the double tracking of the Konkan Railway route and its electrification.

26-Mar-16 Lloyd Electric & Engineering buys Noske-Kaeser Rail

New Delhi: Heating, ventilation and air conditioning systems maker Lloyd Electric and Engineering today announced the acquisition of Noske-Kaeser's rail and vehicles business in select markets globally for 2.3 million euros (nearly Rs 20 crore).Lloyd has also acquired exclusive and worldwide rights to use the trademark "Noske-Kaeser Rail & Vehicle" from Noske-Kaeser Group, the company said in a BSE filing.

28-Mar-16 India And Bangladesh Rail Project: Funds for Land Acquisition soon

Funds for acquisition of land for the Agartala-Akhaura rail project to link Indian Railways with Bangladesh Railways, will soon be released by the DoNER ministry, Union Minister Jitendra Singh said today.“The PMO has recently made an assessment of the project and directed the DoNER ministry to release funds for land acquisition and construction of roads along the tracks up to the Indo-Bangla border and laying of tracks on the Indian side. We are now waiting for the detailed project report,” Mr. Singh told reporters after meeting Tripura Chief Minister Manik Sarkar.

29-Mar-16 Nagpur Metro to Get Rs 3700 Cr Loan from KFW Germany

Nagpur: Nagpur Metro Rail Corporation Ltd (NMRCL) will receive a loan to the tune of 500 million euro (Rs 3,700 crore) from German government-owned development bank KfW, as a part of fund required for the project.Department of Economic Affairs, Ministry of Finance, has cleared the loan proposal from KfW Germany last week, NMRCL managing director.

31-Mar-16 Lucknow Metro Rail Corporation to get 140 cr from Centre

Lucknow: Centre has approved sanctioning of first instalment of funds of FY 2016 before March-end. It has to give Rs 140 crore to Lucknow Metro Rail Corporation (LMRC) as per budget allocation of current financial year.The amount would have lapsed had the funds not been approved in the closing month.LMRC MD Kumar Keshav said, "Remaining Rs 33 crore has to come from European Investment Bank (EIB) as a soft loan.

1-Apr-16 Lucknow: Centre has approved sanctioning of first instalment of funds of FY 2016 before March-end.


Tender Title Tender value INR (Crore)

Tender value $US (m)

Tender Category

SubMission date

Construction of Metro Headquarters Building and other Metro Rail Amenities. (Value US$ 20.90 MILLION Approx.) 140 20.9 Civil Eng &

Construction 13-Mar-16

Design, manufacture, supply, testing, commissioning of passenger rolling stock.(Value US$ 66.01 MILLION Approx.) 450 66.01

Electric & Electronic systems

29-Mar-16

Engagement of Detail Design Consultant. (Value US$ 1.59 MILLION Approx.) 10.96 1.59 Planning & Design 4-Mar-16

Proposed third line between Vijayawada Jn. and Bhimadolu stations. (Value US$ 5.24 MILLION Approx.) 35.93 5.24 Bridges &

Tunnels 29-Mar-16

Invitation Of Expression Of Interest For Jv Partners For Chiplun - Karad Rail Connectivity Project. (Value US$ 464.81 MILLION Approx.). 3196 464.81 Civil Eng &


Construction of Tunnel T-77D. (Value US$ 16.67 MILLION Approx.) 16.67 114.69 Civil Eng & Construction 17-Mar-16

Construction of Tunnel T74R-B (N) Balance Work. (Value US$ 33.22 MILLION Approx.) 33.22 228.43 Civil Eng &


Construction of Minor Bridges. (Value US$ 4.72 MILLION Approx.) 4.72 32.39 Bridges & Tunnels 30-Mar-16

Execution of Earthwork in formation, Construction of Minor Bridges. (Value US$ 20.46 MILLION Approx.) 20.46 140.13 Bridges &

Tunnels 18-Mar-16

Construction of Minor Bridges. (Value US$ 33.37 MILLION Approx.) 33.37 228.59 Bridges & Tunnels 18-Mar-16

Construction strengthening, rebuilding, extension of Major bridges. (Value US$ 28.30 MILLION Approx.) 28.3 194.27 Bridges &

Tunnels 29-Mar-16

Tender List Top TenTop Tenders - Mar 2016 Compiled by : Rail Analysis Team

33 / Rail Analysis / Top Tenders / April 2016 Please contact us at [email protected] or India Tel : +919811979599 / +919811979598

S.No. Headline Description CategoryProject

Deadline Date

1

An Indian company having turnover of more than US $ Five hundred million requires a

competent Joint venture partner for manufacturing automatic doors for metro cars

and railway coaches in India

The Indian company is a manufacturing group in the automobile industry, having more than five manufacturing units, with a total turnover of more than five hundred million US Dollars. The Indian company, which is highly reputed, is looking for a suitable joint venture partner to manufacture automatic doors for metro cars and railway coaches for the O.E.M. companies in India.

Civil Eng & Construction 31-Mar-16

2 Technology required for manufacturing heavy duty springs for railway coaches

The Indian company is a manufacturing springs in India and now they want to manufacture heavy duty spring for the metro coaches. The Indian company, which is highly reputed, is looking for suitable technology transfer to manufacture the heavy duty springs and supply them to the O.E.M. companies in India.

Manufacturing & Production 31-May-15

3An Indian company requires a competent Joint

venture partner for HVAC facilities for metro cars and railway coaches in India

The Indian company is a manufacturing group, which is highly reputed, is looking for a suitable joint venture partner to set up the required workshop to provide the HVAC services for metro cars and railway coaches for the O.E.M. companies in India.


4

An International Company Seeks a Joint Venture Partner in India to manufacture Rolling

Stock for Projects in India and adjoining countries .

The Overseas Company is a Major Indutstrial Company seeking to establish its presence in India for present and future projects . It is one of the very experienced companies in Railways and allied Industries and seeks a partner for its operations in India .


5 RDSO invites EOI for manufacturing electrodes/ welding wire for railways

There are different products / equipments as per link. You can choose and select the products which are of interest to you. These manufacturing projects can be put up through joint venture or 100% independent manufacturing units by you

Manufacturing & Production 2-Feb-16

Top 8 ProjectsTop Projects - Dec 2015 Compiled by : Rail Analysis Team

34 / Rail Analysis / Top Projects / April 2016Please contact us at [email protected] or India Tel : +919811979599 / +919811979598

Railway Stocks in India%

cha

nge

in st

ock

valu

e

Monthly return (%age) Stocks of Major Railway companies from Feb 15th to Mar 15th , 2016

Source: www.moneycontrol.com


35 / Rail Analysis / Railway Stocks / April 2016

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